Train-derailer.



C. F. FLEMMING.

TRAIN DERAILER. APPLICATION FILED SEPT, 9, 191a.

Patented NOV. 18, 1913.

UNITED STATES PATENT @FFKQE.

cHAitLEs 1 Ftniaivriim, or WASHINGTON, inIsrn-Iotr or COLUMBIA.

TRAIN-DERAILER.

Specification of Letters Patent. Application filed September 9, 1913.

Patented Nov. 5! 8, l 913. Serial No. 789,005.

To u/l in/1.0m it may concern:

Be it known that I, (Jr-mamas F. FLEM- aiiiso, a citizen of lVashington, in the District of Columbia, have invented certain new and useful Improvements in Train-Derailers, of which the following is a full, clear, and exact specification.

This invention relates to derailers for prcventing rear end collisions of railway trains, locomotives or cars.

in 'case a train runs past a signal and is in danger of colliding with a train ahead, the railroad companies do not hesitate to derail the rear train when possible in order to prevent it also wrecking the train ahead. Indeed, some of the railroads have installed detailing devices at intervals along their tracks, especially in yards and depots, for this ei'pr'ess purpose.

It is the object of the present invention to provide a device which is not subject to aiiybod'ys supervision and yet is sure in its operation whenever occasion arises.

Other objects will become apparent as the description proceeds; v

The invention will be first hereinafter described in c'onr'iectio'n with the accompany ing drawings, which constitute a part of this s'p'ecitlcationand then more specifically set forth in the claims at the end of the description.

In the accompanying drawings wherein similar reference characters are used thr'oughoutth'e several views for designating corresponding parts; Figure 1 is a side elevation of a derailing device Constructed in accordance with my invention, and attached to the end of a train; Fig. 2 is a plan View of the d'erailing device as a whole; Fig. 3 is an enlarged broken plan view of the derailing shoe alone; Fig. 4 is a cross section of the shoe on the line lV---I V of Fig. 3, and Fig. 5 is an end view of the shoe as it ap pears when forced down upon the rail after the front wheels of a locomotive or train have passedup onto it.

As clearly indicated in Fig. 1, my improved derailer 1 is designed to be attached to the rear end of a train 9 by one or more connecting rods 3 of suitable length so that the derailer will be drawn along behind the train at say about thirty yards to the rear of the same. Each of the connecting rods may be about one and a half inches in diameter and about five yards long. The front rod is adapted to be connected to the coupling 4t on the rear car oi the train, while the rear rod is attached to the dcrailer and the rods are connected to each other by suitable couplings as the pins 5.

The derailer comprises a body (3, which may be mounted on an ordinary car truck 7, and a (lei-ailing shoe 8 which is normally supported a little above the track 9 by a bracket secured to the body (3 and consistin oil a downwardly and rearnuirdly curved bar or member 10 and a brace 11. The member 10 is rigidly fastened at its upper end to the rear portion of the body (3, but the brace 11 is hinged or pivoted to both the body and said member '10. A spring 12 is interposed between the member 10 and the body, preferably at a point just above where the brace is attached to the latter, and aids in supporting the shoe 8, above the rail. The

spring may be guided on two pins 13, one attached to the body and the other to the member 10, as shown in Fig. 1. It will be understood that the body is sulliciently weighted to insure it keeping on the track,

and that it may be suitably shaped to reduce the obstruction oliered to the wind, as by sloping its top surface upwardly and rcarwardly, as illustrated at (3.

The shoe 8 has a groove let in its upper Slll'ffHTl starting at its rear end in line with the path of the flanges oi. the Wheels of a train, and terminating at the front end on its outer side for the purpose of carrying the wheels over the rail. The front portion of this groove opens into a laterally inclined or depi'esscd portion 1? in the upper surface oi" the shoe and sloping toward the outer side thereof. The portion 15 of the upper surface of the shoe. which lies bctween said depression 15 and the rear end of the shoe is inclined, as shown in Figs. 3. t, and I), to carry the (read oi the wheel while the flange thercot' is riding in the groove i l: to the point where it opens into the depression 15. When the [tango reaches the depression, the weight oi the locomotive or car will cause the wheel to slide down the lateral incline thcreoi. and drop on the outside oi the rail. The under face of the shoe is channeled longiludinally, as at T6 to fit down over the head of the rail. The side walls of this channel are slightly inclined to i the ordinary rail agree with the form oi head, and are provided with vertically dislcavlng flat-faced proposed serrations 1'7 cctions or teeth 18 adapted to grip the sides suiiicicntly weighted to keep .it on a track, ported on the rear end of said member, a said body being shaped to reduce the resistbrace hinged to the lower ortion of the 5 ance offered by it to the wind, and a derailbody and also to an intermediate portion of ing shoe yieldingly supported from the body the supporting member and a spring arso as to be normally carried slightly above ranged between said supporting member and one of the rails of a track in posit-ion to be the body, all for the purposes specified.

depressed into operative position when 011- In testin'lony whereof I have signed my 20 gage/d by the front wheel of a locomotive or name to this specification in the presence of car approaching from the rear. two attesting Witnesses.

10. A derailer comprising a body, a sup- (JHARLES F. FLEMMING. porting member fastened to the upper part Witnesses: of the body and extendin downwardly and A. M. PARKINS, rearwardly therefrom, a derailing shoe sup- CHAs. E. RIORDAN.

M Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

\ Washington, D. 0. 

